Pneumatic-railway system



(No Model.) `a. sheets-sheet 1;

M. BODEPBLD. PNBUMATIG RAILWAY SYSTEM. Y No. 409,769. Patented Aug.2'7'l 1889.

3 Sheets-Sheet 2.

(No Model.)

M. BODEFELD. PNEUMATIG RAILWAY SYSTEM.

No. 409,769. Patented Aug. 2?-, 1889.

um m N, PEIEHS, Plmwuihagrgpper, washington. D. C,

(No Model.) 3 Sheets-Sheet 3..

M. BODEFELD. PNEUMATIG RAILWAY SYSTEM.

No. 409,769.` Patented Aug. 27, 1889.,

@@Jnaaoao u( y I I l U/ UNITED STATES PATENT OFFICE.

MEINOLPII BODEFELD, OF ST. LOUIS, MISSOURI.

PN EU NIATlC-RAILWAY SYSTEM.

SPECIFICATION forming part of Letters Patent No. 409,769, dated August27, 1889.

Application filed September 20, 1888- Seria-11%. 285,915. (No model.)

To @ZZ whom t may concern;

Be it known that I, MEINOLPH BODEEELD, a resident of St. Louis, in theState of Missouri, have invented certain new and useful Improvements inPneumatic-Railway Systems; andI do hereby declare the following to be afull, clear, and exact description of the invention, such as will enableothers skilled in the art to which it appertains to make and use thesame.

My invention relates to an improvement in pneumatic railways, the objectbeing to provide simple and efficient devices that will coact to movecars in either direction on suitable tracks by the propelling-power of apartial vacuumor the projecting force of compressed air.

Yith these objects in view my invention consists in the construction andcombination of parts, as will be hereinafter described, and pointed outin the claims.

Referring to the drawings, Figure l is a transverse section of aroad-bed with the conduit-tube and other parts of the propellingmechanism in position; also a drain-pipe below the conduit-tube. Fig. 2is a side elevation, in section, of the conduit-tube, drainpipe, andparts in connection with the tube and pipe. Fig. 3 is an enlargedtransverse section of a portion of the conduit-tube and attachments thatadapt said tube for service when the motive force is afforded by apartial vacuum established in the conduit-tube. Fig. 4 is an enlargedcross-section of a conduit-tube that is provided with appliances forpropelling cars by compressed air. Fig. 5 is a cross-section of theconnecting-arm that moves the car by its `attachment to it and apropelling device located in the conduit-tube, which device receives itsimpetus from pressure ol' compressed air or the draft force of a partialexhaustion of normal air-pressure on one end of the same. Fig. G is adiagram of two conduit-tubes that are arranged parallel to each other,said view being partially in plan and also in elevation, the pair oftubes being connected and adapted to move cars on two tracks in oppositedirections by the force of air-pressure. Fig. '7 represents twoconduittubes `that are arranged to operate cars on two tracks inopposite directions by the induced force resulting from air-exhaustionin the conduit-tubes. Fig. S is a cross-section of a conduit-tube,showing a valve and its means of pivotal attachment.

It should be stated that this system of railways is designed mainly foruse in the propulsion of street-cars, two tracks being located parallelto each other in sections of proper length, terminating at stationswhere the lpower is produc-ed. Cars are intended to move upon the trackin any suitable number proportioned to the power employed, the di-,rection of travel of said cars being opposite on the two adjacenttrack-lines. As the appurtenances for moving cars are alike on eachparallel track-line of the system, a descrip- .tion of those applied toone line will suffice :for both, such parts as connect the two linestogether being also described.

A represents a metal conduit-pipe, which `extends continuously from endto end of a section, and is made cylindrical in cross-section, except atpoints near the end of the sections, where variations therefrom aremade, :as will be described in proper order. The metal conduit-tube Ashould be true on its interior surface, and is slotted through the lbodyon its top side from end to end of asection. As the conduit-tube A isintended to be located beneath the road-bed in. a vault or sub-chamber,there is a suitable bed provided for its support and retention in align-`ment with the track-rails B2. This bed consist-s of transverse ties Aor wooden timbers, which are properly bedded and spaced apart to afforda substantial foundation for the conduit-tube A, In order to support theconduit-tube A in position, there are annular ribs C, formed in pairs onthe outside of the tube, a proper space intervening between the ribs ofeach pair of ribs, for a purpose that will be eX- plained, and each pairis located over one of the transverse timbers or bed-pieces A', so thatthe flattened bases C of these annular ribs may be firmly attached tothe bed-pieces `by spikes or other similar means, as shown in Fig. l.

Surrounding the conduit-tube A, and concentric with it, there is anenveloping case or jacket D provided, that is of such diameter relativeto the conduit-tube and the ribs, taken together, that it will havecontact with IOO the ribs and be there held by the pressure ofsurrounding earth which is filled in closely against it. vThis jacket'may be made of wood or metal. In line with and directly below theconduit-tube A the drain-pipe D' is situated, and may be made of anymaterial that will be durable, the preferred position being suchthat'proper-sized spaced openings f will lie between the bed-timbers A',so that the dished depressions E', made between the lower edges of the jacket-plates D, will convey all water that may enter between theconduit-tube A and jacket D into the drain-pipe D and thence to properpoints of discharge.

Supported on the bed-timbers A', near their ends, is a series of uprightcolumns of wood or metal B', sufficiently substantial to support thetrack-rails B2, said rails being preferably made of steel and heavyenough to dispense with the usual string-timbers. The columns B', beingspaced apart at a suitable distance, afford the necessary foundation forthe track-rails.

In order to secure the columns B' in upright positions and preventlateral displacement, rods or braces B4 are attached at one end to theuprights and at. their other ends to the flanges C of the tube A.

As my system of construction for pneumatic propulsion of street-railwaycars contemplates the employment of air-exhaustion, and alsoair-compression, by a slight change in construction of parts, I will, torender the use of these two means of propulsion plain, describe eachplan of construction separately. In the employment of compressed air,which is introduced into the conduit-tube A near one end at z, as shownin Fig. 6, there is a peculiar device provided to close the slot A2 ofthe conduit-tube in a manner to permit an arm which reaches down intothe tube from a railway-car to move along in the slot air-tight, ornearly so, thus permitting a piston on the end of the arm within thetube to transmitits progressive movement to the car, which device willnow be described. The edges of the continuous slot in cond uit-tube Aare rounded to remove their sharp corners, as shown in Fig. 4, and onthe outer surface of the tube, adjacent to the slot A2, the gum-flaps aare placed, these iiaps being continuous throughout the length of atube-section, and projecting within the slot, so as to bear against eachother yieldingly. Upon the gum-flaps a bearing clampplates b aresuperimposed, which plates are secured in place by set-bolts a'. Abovethe slot A2 and the guin-fiaps a just mentioned there is a protectingslot-cover A2, secured by one of its edges to the conduit-tube A. Saidslot-cover is made of stout elastic material, preferably a compound ofgum and textile fabric that will be durable to withstand eX- posu re towear and the elements, and at the same time yield to permit the arm G,attached -to a car, to project through the slot A2 into the conduit-tubeA, the cover A3 lifting up and the gum-flaps a yielding as it movesalong the slot, and closing hermetically around its body, the cover A3resuming position automatically by reason of its weight andspringtension.l The arm G, which connects the car with the piston, is ofsuch thickness as to pass freely through the slot A2, and preferably ofthe form incross-section shown in Fig. 5, having flat side faces beveledat both ends to produce edges X. By this construction it will be seenthat as the arm G passes through the slot A2 of tube Athe parting of theflaps a will be gradual as the arm advances, and that they ,willgradually come together after said arm passes, thus preventing anymaterial escape of air. The annular ribs C, formed on the tube A, aspreviously stated, are cut apart on the upper side, as shown in Fig. l,immediately above the slot A2 of the conduit-tube A, the ribs havingupwardly-flanged extensions B3 formed on them to afford a bearing forretention of the wearing-plates F F', which are adapted to contract theupwardly-extended throat a4 between the anges B3, and thus produce anarrow slit in the road-bed, through which the arm G may slide freely,these wearing-plates being made of metal suitable for their use.

It will be seen in Fig. l that the wear-plate.

IOO

that any repairs necessary may be made with regard to the cover A2 orfiaps a, located below the wear-plates F F'.

It will be noticed in Fig. 2 that the car-propelling arm G is providedwith flanges G', curved on theirlower surfaces to have a bearing on thetubular piston II, to which they are fastened by bolts or other means.The tubular piston H is of such diameter relative to the internaldiameter of the conduit-tube A' that it may loosely slide therein, andto effect a proper air-tight joint between said piston and thecylindrical conduit-tube A packingrings J are seated in annular groovescutl in the body of the piston near its ends. The rings .I are madesemicircular, of metal, two pairs being employed and located side byside in the grooves, and so disposed therein that they will breakjoints, and thus taken together form a continuous expansible ring ateach end of the piston H.

It is important that the sectional packing'- ringsJ should beheldinplace properly and afforded vertical spring movement, an d to effectsaid desideratum there are certain spring appliances located within thetubular piston, the construction of which will be explained.

As shown in Fig. l, four cylindrical spools 7tare provided-one for eachsegment of the packing-ring. Each spool 71; is provided at its inner endwith an annular flange 7c' and bears loosely at its upper end against adisk k2. A

ll'Ov stud m, secured at one end to the spool 7.-., projects outwardlythrough perforations in the disk 7a2 and piston II and secured at itsouter end to a segment of the packing-ring. A spring m2 is coiled aboutthe spool k, bearing at one endagainst the tiange 7c and at the otherend against the disk 7a2. Thus it will be seen that the spring m2 willbe normally compressed and hold the packing-ring in position. Each disk7a2 will preferably be provided near its periphery with a series of penforations, in which a series of rods or bolts k3 are secured, theopposite ends of said rods bcing secured to a disk m', thus forming acage for the spring m2 and spool 71:.

At proper points in the interior of the tubular piston, at equaldistances from the open ends of said piston, there are two disk-valvesI, pivoted at n to the body of the piston, so as to permit them tovibrate or rock on these journaledcenters, the valves I having abearing-contact with the segmental ribs I', that are formed on theinterior of the piston. The valves I are intended to swing outwardly in'opposite directions, and thus attord a free vent ior air through thepiston at times during the operation of the system, as will be furtherexplained, and it is important that there should be means provided forthe manual operation of the valves I to open or close them.

There is a vertical perforation made in t-he body of the propelling-armG entirely through it, and a shaft G2 is inserted in said hole, itslower end being stepped in a spindle-box or pivot-hole made for itsreception in the body of the piston Il in alignment with the holein thearm G, thus permitting the shaft to be rotated by a hand-wheel G3,placed on top of the shaft G2, which latter is extended within the carto render the operation of the handwheel convenient. Two lateral arms G4are extended on opposite sides of the shaft G2 at a proper distanceabove the toot ot' the shaft, and to the outer ends of said arms theconnecting-rods K are loosely attached by their inner ends, the oppositeterminals of said rods being1 shackled to the valves I, thus adaptingthe shaft G2 by its revoluble movement to actuate the valves on theirpivotcenters to open or close them. There are projecting bracket-arms Ilformed on each end of the tubular piston II, that extend in advance ofsaid ends to engage valves in the conduit-tube A and open them, thuspreventing an abrupt contact of the piston, as will be more fullyexplained in the description of said conduit-valves. The conduit-tubes,which are located in parallel planes below the roadbed of astreet-railway, and which are i11- tended to convey compressed airfrom asource of supply near terminals of a section or entire lines of thesystem, are. furnished with guardvalves M, which are inclined within thetubular conduit, as shown in Fig. G, the arrangement of the same beingsuch that they may be opened by contact of either of the bracket-arms Lvformed on the tubular piston H when .said piston is introduced withinthe end of the conduit-tube, and it will be noticed that these outerguard-valves M are located at opposite ends of the parallelconduit-tubes of a section. Valves M are furnished with tongues orintegral projections from their upper edges, which tongues enter theslots in the conduit-tubes and by abutment against their walls close upthe same from escape of air. The ends of the conduittubes A, where thevalves M are located, are provided with a ilat bottom and parallel sidesthat extend to about the center of the conduit-tube. Above the centersaid tube is rounded to conform to the cylindrical shape ot the conduitproper, this vform of construction being necessary to allow the valves Mto rock on the bearings of the cross-shaft o which support them; and toinsure the proper closure of these valves the shafts o are extendedoutside the conduit-tube, as shown for valves N in Fig. 8, and have armso afixed at right angles to their bodies, to which arms the graduatedweights o2 are suspended, which provision will ettectually close thevalves when they are free to move on their pivots.

Adjacent t-o t-he guard-valves M, on the receiving ends of tubes A,other valves N are pivoted within the tubes A, and it will be noticedthat a depending chamber O is formed on the lower side of theconduit-tubes to attord a cavity of proper fornito receive the lowerhalf of the valves N, which are pivoted in the side walls of theconduit-tubes A. (See Fig. G.) It is preterredV to construct thechambers O of such depth relative to the diameter ot' the conduit-tubesthat the valves N at the receiving` ends of the traclcline and conduitftubes, when pivoted on or about on a line with the bottom of theconduit-tubes, will have greater length from the pivots p to the upperedges of the valves, where they bear on the conduit-pipes proper, thanthe portions ot the valves that hang below the pivots p, and are inbearingcontact with the wall of the subchambers O, so that a slightpreponderance of airpressure will be exerted on the upper portion of thevalves to close them when they are not in engagement with the movingpiston Il. Each ot' the valves N is provided'with abutments N, that areformed on the walls of the cond uit-pipes and the subchambers, as shownin Fig. G,said abutments being intended to limit the rocking movement ofthe valves when they are in elosedposition and have their peripheraledges in contact with the walls of the tubes and the subchambers O. lVhere the valves N` are located the interior dimensions of the tube maybe made slightly greater than the main portion of the tube toaccommodate the iianges N; or, if desired, said flanges or abutments maybe dispensed with within the tube, and that portion of the ilanges whichproject within the chamber O depended on to limit IOO IIO

the movement of the valve. To insure the positive closure of the valvesN, they are each furnished with weights N2, which latter are suspendedfrom arms which are attached to the pivot-shafts p of the valves, so asto add their ponderance to the rellex pressure of condensed air in theconduit-tubes, and thus cause the instant closure of the valves whenthey are not impinged upon by the piston H.

At one end of the section or entire line of a railway an adequateair-compressor is located alongside of the track, (not shown,) which maybe of any approved form having adequate capacity to fill the tubes. Thecompacted air is introduced through the pipe Z, which extends from theair-compressor to enter the sub-chamber O on the inner sides of valve N,so that air-pressure thus introduced -into the pipes will close thevalves N, and in order to introduce air from the tube first receiving itinto the parallel mating tube a cross-branch pipe q is placed betweenthe two conduit-tubes and in open connection with the sub-chamber of thesecond conduit-tube, so that equal pressure in both tubes will result,both valves N being normally held shut by the compressed air.

In operation of the system by air under compression the tubes A areprovided wit-h the air under pressure and a proper pressure alwaysmaintained. Now, there may be several stations along the length of arail- 'way-line and between the ends of a tube-section, the tubesectionsbeing separated a proper distance to allow the introduction of air atthe relay-stations along the line. When a car is started on one line,its connected arm G enters the slot of the conduit-pipe, raises thecover A3, and its attached piston opens the guard-valve M by contact ofthe bracketarm L with this' valve, pushing it down, the piston movingover the depressed valve. Itis necessary for the proper action of thesystem that there should be a sufficient distance between theguard-valves M and the main valves N that the piston Il may be receivedbetween these valves. Said piston when brought into contact with thevalve N will rock it on its journaled bearings and afford room for theonward travel of the piston and attached car, the guard-valve closingtightly before the main valve N is opened.

It is essential for the sure operation of the compressed-air plan ofpropulsion that the space between the edges of the sub-chambers O be soproportioned to the length of the piston H that the ends of the latterwill span the chamber O and lie on the surface of the conduit-pipeitself, so as to form a tight joint when the piston is entered anddepresses the valve N, and it will be seen that this valve .when it isdepressed to lie in alignment with the lower surface of the conduit-tubewill leave an opening at s', so that air-pressure introduced in thesub-chamber O will exert force on theend of the piston nearest theguard-valve M to propel said piston forward.

A provision must be made to allow the airpressure between the valves Mand N to be removed to permit the introduction of the piston within theconduit-pipe between the valves; and to this end there are smallorifices t formed in the walls of the conduit-tube A,^above and near tothe valve N, so that onlynormal pressure of the atmosphere will exist inthe chamber between the valves N M on the receiving end of the tubes A,and it is evident that when the piston is introduced and the valve Ndepressed the orifice t will be closed by the body of the piston untilsaid piston' clears the valve N by its progressive motion, when thelatter will be closed by pressure of air on it.

Then the car is started from either terminal end of the track, it maybepushed by any suitable means until its piston H is in the conduit-tubeA, and has passed the main valve N, which when closed will act as anabutment for the air-pressure, and the valves I of the piston beingclosed by J[he revoluble movement of the shaft G2 said piston willreceive impetus from the compressed air entering between one of itsvalves and the main conduit-valve N, thus propelling the carto theopposite end of the section, providing there is no occasion for stoppageof the car, a suitable outlet being provided at the forward end of eachsection of the conduit.

To instantlyarrest the propulsion of the car, it is only necessary toopen the valves I in the piston H, which will permit a free passage ofcondensed air through the barrel of the piston and thus enable ordinarybrakes to quickly stop the car for reception or discharge of passengers.

It will be apparent that the. direction of travel will be as indicatedby arrows in Fig. 6; and itmay be here mentioned that the distancebetween the terminal ends of tube-sections on a long line of railway issuch that the impetus or momentum ot the car received from the sectionit leaves will propel it across the space between sections and cause itto open Aboth the guard-valve and main valve, as before explained.

It has been stated that th'e valves N,which are located in thesub-chambers O at the receiving ends of the track-line and conduittubes,are longer from their pivots p to their upper edges than from thesepivots to their lower edges, thus affording increased area forair-pressure on the upper portion of the valves N. At the discharge endof said tubes the lower ends of the valves are given increased area, forthe evident purpose of insuring their immediate closure when the pistonll passes them.

llVhen cars have reached the terminals of the track-lines at either end,they may be transferred by an ordinary switch (not shown) from one trackto the other, so that a return trip may be made in an obvious manner.

It may be here stated that it is not essen- IOO TIO

tial that there be relay-stations along theline of railway to supplementpower or introduce increments of air under pressure, as it is apparentthat an ordinary air-conduit main may be provided which may lie parallelto the conduit-tubes A. Said air-conduit main, extending' fromair-compressors at each terminal of the line, may be tapped at stationsbetween these ends and thus supply the necessary air-pressure to thedifferent sections along the line of railway, this conduitmain beingshown at V, Fig. l.

To utilize the system and apparatus hereinbefore described for pneumaticpropulsion of cars by exhaustion, the liaps on the conduit-tube H arereversed in position, as shown in Fig. 3, so that the twol flaps a willin this case project upwardly outside of the conduittube and come incontact, as shown, they being adapted to close the slot and prevent theintroduction of air when the same is being exhausted from theconduit-tubes by any proper apparat-us located at the stations or endsof the lines, in lieu of the air-compressors that are employed tocompact air when such a means of propulsion is used.

It is evident that the piston I-I will move in the tubes A with the sameprecision as when compressed air is used as a motive power, and that theopening of the valves I will arrest the progress of the car bypermitting the exhaustion of air through it while the piston remainsstationary.

In the conduit-pipes where exhaustion of air is employed there is nonecessity for the employment of a separate guard-valve M atone end ofconduit-tube, as a single valve P will be sufficient to close theconduit-pipe at one end. Larger valves U, working in subchambers O andthe conduit-pipe, as have before been described in connection with thecompressed-air power, are located at the opposite ends of conduit-tubesections, the ex-` haust-pipes S and cross-branch pipes T being locatedbetween these valves to provide for the rapid and effectual exhaustionof the air from both tube-sections that are located in parallel lines,so that cars may be propelled in opposite directions on the parallellines of track and arrested at will of the operator of the valves in thepiston H.

Many slight changes of form and combinations of parts might be made inthis de vice without departure from the spirit or ex eeeding the scopeof my invention; hence I do not desire to limit myself to the exactforms and combinations of parts herein shown; but,

Having fully described my invention, what I claim as new, and desire tosecure by Ilettcrs Patent, is-

l. In a pneumatic-railway system, the eombination, with two conduittubesadapted to receive air under pressure, of a set of guardvalves and a setof main valves, the main valves being adapted to be opened by the pistonof the car after the guard-valves are closed, substantially as setforth.

2. In a pneumatic-railway system, thecombination, with two tubes, of aguard-valve at one end of one tube, the other tube being` provided atone end with a guard-valve and at the other end with a main valve, all0f said valves being adapted to be opened by the piston of the car, a'pipe connectingone of said tubes with the powerhouse, anda pipeconnecting the tubes, substantially as set forth.

8. In a pneumatic-railway system, the combination, with twoconduit-tubes, a crossbranch pipe, and a pipe connecting one of saidconduit-tubes with the power-house, of a set of guard-valves, a' set ofmain valves, weights to close these valves, a hollow piston providedwith valves, an arm to connect the piston with a ear, and a device toopen and close the valves in the piston, substantially as set forth.

4. In a pneumatic-railway system, the combination, with a conduit-tube,ribs formed at intervals on the conduit-tube, and a jacket bearing onthese ribs, of a drain-pipe located below the conduit-tube and adaptedto receive water that enters between the jacket and conduit-tube andconvey it away, substantially as set forth.

5L In a pneumatic-railway system, the combination, with a conduit-tubehaving a slot on its upper side, two flaps that are elastic, andcap-plates that bear on these flaps, all being secured to the tube, of ayielding cover that is secured by one edge to the conduit and l0- eatedover the flaps, substantially as set forth.

6. The combination, wit-h a tube having a longitudinal slot therein andintegral ribs projecting from the tube, by which the latter is secured,of two elastic flaps adapted to close the slot, and a cover fastened tothe tube above the flaps and adapted to bear thereon, substantially asset forth.

7. In a pneumatic-railway system, the combination, with a conduit-tubehaving a slot, of an arm, a movable piston attached to the arm, twogum-flaps that engage the arm and are adapted to close the slot of theconduit-tube, integral ribs formed on the conduit-pipe at intervals ofits length, flanges on these ribs, and wear-plates that form a throatfor the arm to move in, substantially as set forth. y

8. In a pneumatic-railway system, the combination, with a conduit-tubehaving a slot, two gum-naps that close the slot and yield to pressure,of an arm, apiston affixed to the arm and provided with spring-packingvalves in the piston, a shaft that is located in the arm and engages thepiston, devices to connect the arm with the piston, and a means 0frevolving the shaft to open and close the valves in the piston,substantially as set forth.

9. In a pneumatic-railway system, the eom bination, with a conduit-tubehaving a slot on its upper side, two gum-flaps fastened to the IOO IIO

tube to close the slot, a piston having springpaeking at its ends, anarm that is attached to the piston and Works in the slot, a shaft thatis located in a longitudinal hole in the arm, Valves in the piston, anda device that is attached to the arm and valves to operate the Valves,of a series of integral ribs formed on the conduit-tube, flanges formedon these ribs that are adapted to support Wear-plates that ro form athroat-slot above the conduit-slot, and

two opposite wear-plates, which are placed in line with the roadbed andpermit the pistonarm to travel between them, substantially as Set forth.

In testimony whereof I have signed this speeieation in the presence oftwo subscribing` witnesses.

MEIN OLPH BODEFELD.

Witnesses:

R. S. FERGUSON, GEO. F. DOWNING.

